Internal-combustion engine.



C. W. WEISS.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED Aus.1a. ms.

1,261,466. 6 Patemd Apr. 2,191&

;l;tnar.ses. Inventor:

' Attorneys CARL W. WEISS, OF BROOKLYN, NEW YORK.

INTERNAL-COMBUSTION ENGINE.

Specification 01 Letters Patent.

Patented Apr. 2, 1918.

Applicationflled August 18, 1916. Serial No. 115,645.

To all whom it may concern:

Be it known that I, CARL W. WEIss, a citizen of the United States, and a resident of the borough of Brookl n, county of Kings, and State of New ork, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification, reference being had to the accompanying drawings, which form a part hereof.

This invention relates to internal combustion en 'nes and particularly to oil engines in whic the oil is sprayed into the combustion chamber wherein it is combined with sufficient air for theformation of the explosive mixture. More particularly, the improvements are related to oil engines of the type specified in which the ignition of the explosive mixture is effected by spontaneous combustion.

The principal objects of the invention are to provide an improved combustion chamber into which the oil is injected by the action of the air in such manner as to prevent the deposit of carbon; to insure the complete vaporization of the oil and the formation of an intimate mixture by the oil and the air; to soconstruct and arrange the .combustion chamber with relation to the working cylinder as to bring about the application ofthe explosive force to the piston at the proper time; and generally to improve the, efliciency of operation of oil engines in which the ignition is caused by the compression temperature. As will appear in connection with the detail description of the accompanying drawings, the improvements are equally applicable to engines of the two and four-cycle types. Referring to the drawings,

Figure 1 is a fragmentary view partly in longitudinal. section and'partly in elevation of so much of the cylinder of an oil engine as is necessary for an understanding of the application of the improved devices thereto.

' Fig. 2 is a view similar generally to Fig. l but showing the improved devices associated with an engine of the four-cycle ty c.

It has been deemed unnecessary, for t e purposes of this application, to show in detail, all of the ports and passages of the two cycle engine illustrated 1n Fig. 1, since the operations of the engine, in the main, are

carried on in the well known manner, the air, for instance, being taken into the crank case through a port a formed in the wall b of the cylinder upon the uncovering of the port by the piston a during its inward travel and the air thus received is later forced into the working cylinder d through the by-pass channel 6 when the piston is at its lower dead center. In somewhat the same manner, the waste products of combustion are discharged through the exhaust pipe f when the piston overruns it, as will be understood. It is preferable to form the head of the piston c of generally conical form as shown at c and in order to accommodate this head, the cylinder head I)" is formed of corresponding outline as a pears clearly in the drawings. In the cy inder head I) may be formed intersecting ducts b b, one of which I) communicates with the interior of the cylinder and the other of' which receives the oil nozzle 9 through which oil passes from an oil pipe communicating with any available source of supply. The outer end of theduct b may be exposed and closed by a'removable cap b by means of which access may be had to the ducts b 6 and to the oil nozzle g for purposes of inspection and repair. In the wall of the cylinder b adjacent the oil nozzle g and the ducts 6 b just described, there is formed a recess 6 which communicates freely through a port I) with the interior of the cylinder. This recess 6 also communicates with the duct 6 through a duct b formed in the cylinder wall, the ducts l) and I) being preferably of the same form and dimensions so as to constitute an unbroken passage and to be axially alined with the oil nozzle 9, as shown. The recess 1) is closed by a detachable cap it which is secured to the outer wall of the cylinder 12 and is of such size and form as to constitute,"with the recess 1;, a suitable combustion chamber in which the explosive mixture is formed in a manner to be described.

In operation, air is taken into the working cylinder by the piston 0 at the bottom of its stroke when it overruns the by-pass channel e and on the inward stroke, this air is.forced,into the combustion chamber through the port I) and there compressed to some extent. As the piston nears the inner end of its stroke it overruns the port I) so as to out oif communication between the working cylinder and the combustion chamber. The remaining air in the cylinder then has as its sole avenue of escape the duct 6 in the cylinder head I). Since the tion chamber. The engine is so designedthat the compression temperature of "the air in the combustion chamber, at the time the oil is carried into the chamber b'y'pre'ssure and perhaps the air passing through the duct 6 is suflicient to ignite the oil spray.

And this temperature is readily maintained after the first few working strokes by the heat stored in the walls of the cap it which, it will be noted, are left unjacketed and uncooled. In starting the engine this cap may also be heated to serve to ignite oil of high ignition temperature by heating it up in the usual or any convenient external heating devices. The inflow of oil by any suitable pressure devices aided somewhat perhaps by the injector action of the air, of

course, ceases somewhat before the piston reaches its inner dead center. The burning of the explosive mixture continues within the combustion chamber until the piston 0 overruns the port I) at which time the piston head is exposed freely to the full expansive force of the burning gases, in the manner well known. As soon as the piston uncovers the exhaust port and burned gases are discharged from the cylinder, a fresh charge of air is taken in through the port e and the cycle of the operations repeated.

The many advantages of the improved combustion devices and features of the operation peculiar thereto will be noted briefly. Until the piston 0 covers the port 6 there is little flow of air along the ducts 6 ,12 When the port b is covered, however, air begins to pass along these ducts into the combustion chamber. As soon as the velocity of flow of this air reaches certain proportions and the piston reaches a predetermined position, pressure devices aided somewhat perhaps by the injector action on the oil will cause the oil to flow from the nozzle g. In other words air precedes the oil spray and air continues along the duct b after the oil spray has ceased to flow so that an sir envelop is always provided for the oil suflicient to prevent the deposition of the carbon along the ducts b 6', or on the walls of the combustion chamber. This desirable result is further assured by mounting the oil nozzle .9 along the axis of the ducts 6 b so that the oil is not sprayed on to the walls ofthese ducts. Again, the action described is such that all of the oil is taken up. by the air and a' most intimate mixture necessarily results. It might be supposed that the burning of the gases within the combustion chamber, prior to the time that women the piston '0 overruns the port I) in its outward travel would tend to cause a pressure differential along the ducts b 12 b" with undesirable results. This pressure difierential is guarded against and entirely counterbalanced, in the improved devices, by the formation of a restricted port I) through which the duct Z) communicates with the interior of the cylinder. This restricted port has the effect of checking the flow of gases along the duct 6 and, accordingly, makes of this duct a pressure chamber suficient to counterbalance the pressure difierential in the burning gases and prevent the flow of such gases until such time as the piston overruns the port I) and permits the expansive force to be applied directly-to the piston head.

The operation of the improved combustion devices, when applied to engines of the four-cycle type is precisely similar to that hereinbefore described. As shown in Fig. 2, the head B of the cylinder 38 may carry a suitable exhaust valve 2' and an air inlet valve whereby, during one stroke of the piston, air alone is taken in ast the valve is; during the following stro c, this air is compressed and forced along communicating ducts B, B past the oil nozzle G into the combustion chamber H in the manner described in connection with Fig. 1; during the next outward strokethe expansive force of the burning gases is applied through the port B to the cylinder head; and during .the

fourth stroke, the exhaust valve *5 is open to permit discharge of the burnt gases, all in the usual sequence of operations known in four-cycle engines.

Changes in the form, dimensions and relative dispositions of the various ports and associated elements may be made without departing from the spirit of the invention provided the combustion chamber is disposed in the stated relationship to the working cylinder and receives the oil spray in the manner described and is permitted to ex pend the force of the burning gases therein on the cylinder head.

Reference is to be had to the appended claims for determination of the scopeof the invention.

I claim as my invention:

1. In an internal combustion engine in combination with the working cylinder and I piston, a combustion chamber carried on the cating with the chamber and with the cylin-.

der adjacent its head.

2. In an internal combustion engine in combination with the working cylinder and piston, a combustion chamber carried on the cylinder wall and comprising a recess therein, an uncooled cap secured 'over said recess, a freeport between the combustion chamber and the cylinder and adapted to be overrun by the piston, intersecting ducts formed in the cylinder head, one of said ducts extending between the interior of the cylinder and the atmosphere and the other of said ducts extending between the combustion chamber and the atmosphere, a detachable cap to close the outer end of the first named duct,

of the air rushing through the intersecting 15 ducts into the combustion chamber, and a restricted port opening between the interior of the cylinder and the second named duct.

This specification signed this 16th day of 4 August, A. D. 1916.

CARL W. WEISS. 

